EP3280932B1 - Verfahren zur steuerung der synchronisation und gangschaltung - Google Patents

Verfahren zur steuerung der synchronisation und gangschaltung Download PDF

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Publication number
EP3280932B1
EP3280932B1 EP16721866.8A EP16721866A EP3280932B1 EP 3280932 B1 EP3280932 B1 EP 3280932B1 EP 16721866 A EP16721866 A EP 16721866A EP 3280932 B1 EP3280932 B1 EP 3280932B1
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EP
European Patent Office
Prior art keywords
torque
speed
difference
traction machine
calc
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EP16721866.8A
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English (en)
French (fr)
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EP3280932A1 (de
Inventor
Abdelmalek Maloum
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Renault SAS
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Renault SAS
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • F16H63/502—Signals to an engine or motor for smoothing gear shifts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/421—Dog type clutches or brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H2059/405—Rate of change of output shaft speed or vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0422—Synchronisation before shifting by an electric machine, e.g. by accelerating or braking the input shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to the control of gear changes on a vehicle gearbox having at least one energy source, such as a thermal traction engine and / or an electric traction machine.
  • It relates to a method for controlling the synchronization of a pinion rotating on a primary shaft driven by a traction machine of the vehicle and linked in rotation to a secondary shaft of a gearbox with parallel shafts without synchronization mechanisms, by sending to the traction machine, before coupling the pinion to the primary shaft, of a torque command which depends on a torque signal calculated to minimize the difference between the primary speed and the secondary speed multiplied by the reduction ratio between these two shafts.
  • Another subject of the invention is a process for changing gears, comprising a first phase for synchronizing the speed of the shaft and the pinion, and a second coupling phase.
  • This invention applies to any transmission with parallel shafts, in which gear changes are effected by displacement of a coupling means without synchronization rings, in particular in electric and hybrid powertrains.
  • the rotating elements can be synchronized by controlling the primary speed of the gearbox. This control requires precise control of the primary speed by the traction machine, in order to avoid torque surges.
  • the present invention aims to ensure the synchronization of two gearbox shafts in a minimum time, while eliminating the main sources of torque surges liable to be generated during the coupling phase.
  • the calculated torque be corrected by the acceleration of the secondary shaft in order to construct an intermediate torque signal, taking into account the energy supplied to the system to minimize the speed deviation.
  • This arrangement makes it possible to control the energy introduced into the transmission, so that it is not excessive in relation to the energy required to effect the synchronization.
  • the proposed method allows smooth gear changes in all circumstances, especially when braking heavily on ramps. steep descent. It eliminates the main sources of torque surges that may be generated during the coupling phase. This prevents excessive wear of the mechanical parts of the coupling system.
  • the teeth 2a and 6a of the slide have also been shown. and the pinion.
  • the sliding gear 2 and the pinion 3 are coaxial on a gearbox primary shaft (not shown) linked to an energy source (traction machine) of the vehicle.
  • Pinion 6 is rotatably linked to a secondary gearbox shaft connected to the wheels of the vehicle.
  • the figure 1A represents the initial state of the system, in neutral.
  • Player 2 rotates at speed ⁇ 1 , which is that of the primary shaft.
  • Pinion 6 rotates at a speed ⁇ 2 , different from ⁇ 1 , which is imposed by a secondary shaft of the box.
  • the player 2 On the figure 1B , the player 2 has moved until its teeth 2a meet those of the pinion 6.
  • their rotational speeds are equalized, that is to say at the end of the synchronization phase, the teeth of the player enter between those of the pinion to engage the speed: this is the phase of coupling of the pinion and the player.
  • the synchronization of the primary and secondary shafts (up to the gear ratio K) is controlled by producing a reference control signal T 1 ref to synchronize the pinion 6 rotating on a primary shaft driven by a traction machine of the vehicle.
  • This primary shaft is rotatably linked to a secondary shaft of a parallel-shaft gearbox without synchronization mechanisms.
  • the reference torque T 1 ref depends on a torque signal T 1 calc , calculated to minimize the difference ⁇ between the primary speed ⁇ 1 and the secondary speed ⁇ 2 , multiplied by the ratio of reduction K between these two trees.
  • a torque control T 1 ref constructed as follows is therefore sent to the traction machine.
  • the speed deviation ⁇ is compared with a calibrated parameter ⁇ , representing the precision that one wishes to achieve on the primary speed target.
  • the precision ⁇ is the tolerated speed deviation between the target and the primary speed value obtained at the end of the synchronization phase.
  • the calculated torque T 1 calc is limited in amplitude by a coefficient calibrated ⁇ , greater than or equal to 1, on values equal to the ratio of the maximum torques T 1 max and minimum T 1 min of the traction machine to a calibrated limitation coefficient ⁇ > 1.
  • the sum of the speed difference e weighted by a calibratable gain L p , and the integral of the difference e, weighted by a second calibratable gain L i, is made .
  • This modulation takes into account the energy given to the system to reach the setpoint: if
  • an operation for integrating the deviation of the regimes ⁇ , multiplied by a calibrated gain K i is activated when this deviation is less in absolute value than the desired precision ⁇ .
  • the gain K i has a non-zero value K i #. Otherwise K i is zero, and the integrated correction term is also zero.
  • the intermediate torque signal T i * is corrected by this integration term, to give an applied torque signal T 1 appli .
  • the signal control torque T 1 ref of the tensile machine is then obtained by limiting the applied torque T 1 app in a final "limiter" between the values of maximum torque T 1 max and minimum torque T 1 min the traction machine. This limitation is effected on the applied torque, after the possible correction of the intermediate signal T 1 *, by the integrated term.
  • the applied torque T 1 appli is thus monitored to determine whether it is between the minimum and maximum torques. T 1 min and T 1 max of the traction machine. If not, it is saturated on one of these values.
  • the proposed piloting method can thus be broken down into two main phases A and B, and different steps.
  • the second phase of the proposed gear changing process (or coupling phase), consisting in moving the player from its “open” position to its “closed” position, can take place.
  • the invention makes it possible to reduce the speed deviation very quickly to arrive at a value of approximately 30 revolutions per minute.
  • the method makes the following phase of coupling the two shafts satisfactory for the user, that is to say with the least possible torque surge, despite the torque recovery. It makes it possible in particular to manage ramp type trajectory follow-ups, corresponding to the unfavorable cases of heavy braking mentioned above.
  • the convergence towards the target speed does not depend in any way on the intrinsic parameters of the system (such as the inertia and the response time of the actuators and / or of the traction machine, or of possible delay), which makes this method robust. It is valid regardless of the type of energy source requested for synchronization, whether it is an electric machine or a heat engine, whether or not the latter is running at idle speed, transmitting torque to the wheels, or not.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (8)

  1. Verfahren zur Steuerung der Synchronisation eines Ritzels (6), das auf einer Primärwelle dreht, die von einer Antriebsmaschine des Fahrzeugs angetrieben wird und in Drehung mit einer Sekundärwelle eines Parallelwellengetriebes verbunden ist, das keine Synchronisationsmechanismen aufweist, durch Senden an die Antriebsmaschine, vor dem Koppeln des Ritzels mit der Primärwelle, eines Drehmomentbefehls (T1 ref), der von einem Drehmomentsignal (T1 calc ) abhängt, das berechnet wird, um die Abweichung (σ) zwischen der Primärdrehzahl (ω1) und der Sekundärdrehzahl (ω2 ) multipliziert mit dem Untersetzungsverhältnis (K) zwischen diesen zwei Wellen zu minimieren, dadurch gekennzeichnet, dass das berechnete Drehmoment (T1 calc ) durch die Beschleunigung der Sekundärwelle (ϑ) korrigiert wird, um ein Zwischensignal (T*1) zu konstruieren, unter Berücksichtigung der dem System zugeführten Energie, um die Abweichung von Drehzahlen (σ) zu minimieren.
  2. Steuerverfahren nach Anspruch 1, dadurch gekennzeichnet, dass die Beschleunigung (ϑ) ausgehend von der Abweichung (e = Kω2 - Kωm ) zwischen einer Messung der Drehzahl (Kω2 ) und ihres integrierten Modells (Kω m) berechnet wird.
  3. Steuerverfahren nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die Abweichung der Drehzahlen (σ) und das Produkt aus der Beschleunigung (ϑ) und einem kalibrierten Parameter (εt ) verglichen werden, und dass das berechnete Drehmomentsignal (T1 calc ) moduliert wird, wenn das Produkt (ϑ)x(εt ) im Absolutwert größer ist als die Abweichung von Drehzahlen (σ).
  4. Steuerverfahren nach Anspruch 1, 2 oder 3, dadurch gekennzeichnet, dass die Amplitude des berechneten Drehmomentsignals (T1 calc ) auf Werte gleich dem Verhältnis der maximalen (T1 max) und minimalen Drehmomente (T1 min) der Antriebsmaschine bei einem kalibrierten Begrenzungskoeffizienten (α) begrenzt ist, wenn die Abweichung (σ) im Absolutwert größer ist als die gewünschte Präzision (ε) bei der angestrebten Primärdrehzahl (ω1) am Ende der Synchronisationsphase.
  5. Steuerverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das berechnete Drehmoment (T1 calc ) geglättet wird, wenn die Abweichung (σ) im Absolutwert kleiner ist als die gewünschte Präzision (ε) bei der angestrebten Primärdrehzahl (ω1) am Ende der Synchronisationsphase.
  6. Steuerverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass, wenn die Abweichung von Drehzahlen (σ) im Absolutwert kleiner ist als die gewünschte Präzision (ε), der Wert des von der Antriebsmaschine angewendeten Drehmoments (T1 appli) erstellt wird, indem das Zwischendrehmoment (T*1) durch eine Integration der Abweichung (σ) mit einer kalibrierten Verstärkung (Ki ) ungleich Null korrigiert wird.
  7. Steuerverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass der Drehmomentbefehl (T1 ref) der Antriebsmaschine durch Begrenzen des angewendeten Drehmomentsignals (T1 appli) zwischen dem maximalen Drehmomentwert (T1 max) und minimalen Drehmomentwert (T1 min) der Antriebsmaschine erhalten wird.
  8. Gangschaltungsverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass es eine erste Synchronisationsphase nach einem der vorhergehenden Ansprüche aufweist, die vor einer zweiten Phase der Kopplung des Ritzels mit seiner Welle liegt.
EP16721866.8A 2015-04-10 2016-03-31 Verfahren zur steuerung der synchronisation und gangschaltung Active EP3280932B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1553150A FR3034834B1 (fr) 2015-04-10 2015-04-10 Procede de pilotage de synchronisation et de passage de vitesses
PCT/FR2016/050726 WO2016162615A1 (fr) 2015-04-10 2016-03-31 Procede de pilotage de synchronisation et de passage de vitesses

Publications (2)

Publication Number Publication Date
EP3280932A1 EP3280932A1 (de) 2018-02-14
EP3280932B1 true EP3280932B1 (de) 2021-04-28

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EP16721866.8A Active EP3280932B1 (de) 2015-04-10 2016-03-31 Verfahren zur steuerung der synchronisation und gangschaltung

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EP (1) EP3280932B1 (de)
JP (1) JP6887386B2 (de)
KR (1) KR102503258B1 (de)
CN (1) CN107532708B (de)
FR (1) FR3034834B1 (de)
WO (1) WO2016162615A1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB202003270D0 (en) * 2020-03-06 2020-04-22 Vitesco Tech Gmbh Method of controlling a vehicle drivetrain and controller in the drivetrain

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006019239A1 (de) * 2006-04-26 2007-10-31 Zf Friedrichshafen Ag Verfahren zur Schaltsteuerung eines automatisierten Schaltgetriebes
FR2955821B1 (fr) * 2010-01-29 2012-02-24 Renault Sa Systeme et procede de pilotage de boite de vitesses automatique.
DE102010002764A1 (de) * 2010-03-11 2011-09-15 Zf Friedrichshafen Ag Verfahren zur Steuerung einer Getriebebremse
US8849489B2 (en) * 2011-07-29 2014-09-30 Chrysler Group Llc Shift execution control system for an electrically variable transmission
FR2988799B1 (fr) * 2012-04-03 2014-08-08 Renault Sa Procede de synchronisation d'un pignon sur un arbre de boite de vitesses
FR2998529B1 (fr) * 2012-11-26 2015-02-06 Renault Sa Procede et dispositif correspondant d'accouplement entre un arbre d'un moteur electrique et un arbre de roue d'un vehicule automobile a traction electrique ou hybride
FR3003620B1 (fr) * 2013-03-19 2015-03-06 Renault Sas Procede et dispositif de synchronisation d'un pignon fou de boite de vitesse sur son arbre
CN104154225A (zh) * 2014-07-17 2014-11-19 重庆长安汽车股份有限公司 一种dct变速器同步器挂挡过程中重复挂挡控制方法

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Also Published As

Publication number Publication date
KR20170135870A (ko) 2017-12-08
FR3034834A1 (fr) 2016-10-14
WO2016162615A1 (fr) 2016-10-13
EP3280932A1 (de) 2018-02-14
CN107532708B (zh) 2019-07-09
CN107532708A (zh) 2018-01-02
KR102503258B1 (ko) 2023-02-23
FR3034834B1 (fr) 2017-03-31
JP2018513323A (ja) 2018-05-24
JP6887386B2 (ja) 2021-06-16

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